Red Fox Performance

Redfox, parts fabrication.

2012-01-22T09:43:00.004+01:00

Nu dat ons machinepark kompleet is kunnen we onze klanten bijstaan in het opbouwen van hun projecten.
Voorbeeldje: Iemand wou in zijn Ducati Paso een set Suzuki GSXR wielen plaatsen, dus hebben we om zijn remschijven te monteren een paar spacers gemaakt.

Now that our machinepark is finally complete we can assist and support our customers with their projects.
A little example: Somebody wanted to put Suzuki GSXR wheels in his Ducati Paso so we made him spacers to hold the brakedisks.

Nemesis TCS on a Ducati 1098S.

2012-01-21T16:57:00.001+01:00

Na het werk van vorige week (nokkenastiming en Rexxer ECU mapping, zie vorig blogbericht) hadden we juist nog de Nemesis TCS kit te plaatsen. Wat ons nu nog rest is de installatie van de Nemesis reverse quick-shifter.

After last week's work (cam timing, Rexxer ECU mapping, see the previous blog messages) we only had to install the Nemesis TCS kit to the bike. What's left to do now is the fitting of the Nemesis reverse quick-shift.

Volgende week verwachten we een TCS kit voor Yamaha R1 2008.

Next week a TCS kit for a Yamaha R1 2008 will arrive.

Ducati 1098S, with or without dB-killers?

2012-01-15T14:23:00.003+01:00

Op vraag van de klant werd deze 1098S afgesteld met dB-killers! Iets wat met de strenger wordende geluidscontroles op de circuits (en de bijhorende miserie) meer en meer gebeurd.
Toch even een snelle vergelijking: grafiek met en zonder dB killers.
De kleine "dip" die we hebben op 5700-5800rpm (blauwe grafiek met dB-killers) was onmogelijk weg te werken (niet met mengsel, onsteking, inj timing etc...). Zonder onze dB killers was deze wel verdwenen en als pluspunt bleef het vermogen op top langer aanhouden in plaats van af te bouwen!

This Ducati 1098S was, on it's owner's request, mapped with it's dB-killers installed!
A quick comparison shows us the bike has a small dip between 5700-5800rpm (blue curve). It proved impossible to correct this dip (not with air-fuel, ignition or timing adjustments)! Without the dB-killers this dip disappears and the bike doesn't lose power on top!

REXXER Ecu tuning, Ducati 1098S.

2012-01-14T20:34:00.002+01:00

Op deze Ducati 1098S circuit motorfiets hebben we de nokkenas timing aangepast en de ECU door middel van Rexxer ecu mapping vernieuwd.

Tussen 6000 & 9000rpm verkregen we 4-5pk winst (op vol vermogen).

De volledige mengselmap werd aangepast.

Verder zal de motorfiets worden uitgerust met een Nemesis TCS traktie controle systeem en een

Nemesis omgekeerde quick-shifter.

On this Ducati 1098S track bike we modified the cam timing and reprogrammed the ECU with Rexxer ecu mapping.

From 6000 to 9000rpm we gained 4-5whp (on full throttle).

Air Fuels where corrected over the full mapping area.

The bike will also get a Nemesis TCS traction control system and a

Nemesis reverse quick-shift.

TT1-F1 Rebuild for 2012...

2011-12-30T08:28:00.003+01:00

This winter we're rebuilding our TT's engine back to it's original, 2011 specs.

It's performance at the beginning off the 2011 season was simply amazing!

We will also have a look at our chassis set-up. The bike's braking stability needs to improve because our pilots loose to much time while braking.

Deze winter herbouwen we het motorblok van onze TT, maar nu opnieuw volgens de specificaties van begin 2011.

Toen leverde het blok verbluffende prestaties!

Ook zullen we onze chassis set-up moeten aanpassen, onze piloten verliezen door een gebrek aan stabiliteit tijdens het remmen gewoon te veel tijd.

Engine building;

2011-12-30T08:11:00.001+01:00

Measuring is knowing,...

Meten is weten,...

Original con-rods for this one, still balanced to match pistons.

Origineele drijfstangen voor dit blokje, natuurlijk gebalanceerd op zuigers.

748 gear box.

748 versnellingsbak.

Pistal Racing pistons.

Pistal Racing zuigers.

TCS ready for install!

2011-12-28T08:20:00.002+01:00

After ordering the TCS kit arrived fast, a big thanx for the service Mmcompsys!
It will be installed on a 1098 track bike. We will also correct the bike's cam timing, do a ReXXer mapping and fit a Nemesis reverse quick-shift kit. (this last one will be connected to the TCS system, so we can fully configure the settings).

De TCS kit werd al snel na de bestelling geleverd, waarvoor dank aan Mmcompsys!
De kit zal geinstalleerd worden op een 1098 circuit motorfiets, samen met nokkenastiming, ReXXer ECU mapping en een Nemisis omgekeerde quick-shift, (deze laatste kunnen we rechtstreeks aan TCS aansluiten waarna we alle parameters kunnen instellen.)

It sure comes with it's price, but without a doubt, it's the best system on the market...
Designed & build by motorsport professionals!

Deze kit komt met zijn prijs, maar zonder twijfel is het het beste systeem op de markt...
Ontwikkeld en gebouwd door motorsport professionelen!

Building TT engines.

2011-12-20T09:45:00.002+01:00

At this moment we are building and rebuilding a couple of TT engines for the 2012 season.
Equipped with our "reversed" TT head, Pistal pistons, head porting, modified timing, and so on...

Our Redfox-Grinta bike will definitly take part in the 2012 edition of thr Bikersclassic's 4 Hours of SPA endurance race!

SC Redfox - Grinta.

2011-11-14T20:22:00.007+01:00

Please visit our new racing website:
http://www.redfox-grinta.com/

Translogic Racing Dash.

2011-11-04T09:54:00.005+01:00

Now available in our store!

more info: http://www.translogicuk.com/products.htm

Ducati hypermotard 1100 EVO, DT1 air filter kit & Rexxer mapping.

2011-11-01T15:22:00.003+01:00

A ducati hypermotard came in with a big stalling problem. Besides fixing the issue we installed a DT1 air filter kit and mapped the bikes ECU. That gave some nice results, didn't it?

Ducati 1198S Rexxer mapping.

2011-07-23T18:14:00.000+02:00

Ducati 1198S, small engine work done & remapping with our Rexxer system. Setup: slip-on exhaust & open airfilter. For now only 1 cilinder mapped, 2nd will be done next week, could be we find some small improvements.

So far the numbers are impressive.

Ducati 1198S, kleine motorwerken uitgvoerd & opnieuw gemapt met het Rexxer systeem. Setup bestaat uit: slip-ons & een racing luchtfilter. Tot nu toe enkel de 1ste cilinder gemapt, de 2de word volgende week afgesteld, het is mogelijk dat we hier nog enkele kleine verbeteringen vinden.

Tot nog toe zijn de cijfers veelbelovend.

Nemesis TC-POD & TCS.

2011-07-18T20:41:00.004+02:00

Deze week is een Nemesis TC-POD aangekomen voor een 1098R.
Dit kleine systeem, laat toe om de DTC standen van het origneele Dcuati systeem te veranderen van stand (1 tot 8 dus) maar zonder de motorfiets tot stilstand te moeten brengen, wat standaard wel nodig is.

Bij circuitgebruik wil dit zeggen, als je de pits buitenrijd met DTC in (vb;) stand 3 en de traktie controle werkt teveel, of teweinig naar jouw zin. Mag je dus de pitstraat terug opzoeken om de setting aan te passen.
Bij dit systeem kan je dus je DTC van stand verzetten (of DTC kompleet uitzetten, kan ook) op de baan.

Verder heeft het ook de mogelijkheid om een kleine aanpassing te doen aan de wieldiameters. Het oringeele Ducati traktie controle systeem werkt op wielsnelheden. Dit wil zeggen dat de DTC module voor- & achterwiel snelheid zal gaan meten & vergelijken om te zien of het achterwiel al dan niet teveel spin heeft.
Een wieldiameter bij een motorfiets is nu net zeer afhankelijk van de hellingshoek (en nog enkele andere factoren) dus het DTC systeem werkt met "gekende parameters" voor de standaard ducati bandenmaten.
Dit wil zeggen dat bij (vooral) circuit gebruik, indien men tever afwijkt van de standaard bandenmaat het DTC systeem eigenlijk niet meer correct zal werken.
Door een kleine aanpassing te doen aan de voorwielsnelheid (zowel mogelijk in de positieve en negatieve zin,) kan met het origneele DTC systeem toch nog laten werken.

De TC-POD is dus een aanvulling op het bestaande DTC systeem!!! Dit is nog geen TCS.

NEMESIS TCS:

Een volledig traktie controle systeem, en meer dan dat....

Bij nemesis kent men de tekortkomingen aan het standaard DTC systeem, vooral bij echt circuitgebruik.

Zo gingen ze zelf aan de slag, werd de TCS kit ontwikkeld. Dit systeem werkt ook op wielsnelheden, maar maakt ook gebruik van de TPS sensor, ingebouwde "lean" ange & acceleratie sensoren.

En de TCS module is programmeerbaar, zo hebben ze bij competition systems, een volledige database aan mappen, (getest door proffessioneele piloten) voor de meest voorkomende banden types (circuit gebruik)

van Pirelli tot Dunlop, Michelin,.... slick, wet, diameter: 17", 16"....,breedte: 6", 6,25"....., je noemt het maar op. (ook voor bandentypes die ze gebruiken in IDM, en BSB)

Laat nu net deze mappen met die specifieke data voor een bepaalde band belangrijk zijn om correct te weten, hoeveel een band zal vervormen in dynamische toestand & laat deze diameter nu net die zijn die je nodig hebt om de correcte wielsnelheid te weten. Om hieruit de hoeveelheid slip te bepalen.

Ook heeft het systeem ingebouwde algoritmen, om te bepalen wanneer het voorwiel bij het uitkomen uit een bocht, in de lucht hangt (hier zal voorwielsnelheid dalen, wat maakt dat achterwiel eigenlijk te vlug draaid wat anders zou resulteren in= wielspin= vermogen wegnemen. Wat niet nodig is. Met hun systeem kan je dus wel op het achterwiel een bocht uitkomen.

Over de werking zijn pagina's te typen.

Nog enkele niet te vergeten functies:

-pit limiter

-gear shift aansluiting.

(in te stellen in retard &/OF soft cut, wat het vermogen na een gear-shift rustig opbouwd:

1) minder mechanische belasting,

2) minder kans om na een gear-shift traktie te verliezen: door de brute vermogen toename is het mogelijk dat het achterwiel traktie verliest of hierdoor net wel zal "uitbreken".

Meer info binnenkort.

of volgende link:

http://www.mmcompsys.com/products.php?pgid=163

Het systeem is op dit ogenblik beschikbaar voor (bijna alle ducati types) 749,999,848,1098,1198, streetfighter, & Desmosedici. (andere ducati's op aanvraag), KTM RC8

Voor enkele japanse motorfietsen (R6, GSXR1000, CBR) zijn de systemen in ontwikkeling.

REXXER Ecu tuning, Ducati 1098R.

2011-07-09T09:29:00.002+02:00

We've mapped a second Ducati 1098R, with our Rexxer Ecu mapping system (Map editor).
The bike wasn't picking up well from low rpm's.
We were able to solve the problem, and as a bonus found some extra power in mid. and high rpm!

Vorige week hebben we een 1098R gemapped met ons Rexxer Ecu systeem (Map editor).
Probleem was dat de motorfiets in lage toeren, slecht op toeren wou komen. Dit hebben we kunnen
verhelpen. Als extraatje vonden we ook nog wat extra vermogen in het midden en hoge toeren gebied!

Top horse power increased with 2-3hp. But at 7400rpm we found another 8hp!

The bike will be tested next week, so we'll be curious for it's owner's comments.

Op top vonden we 2-3pk bij, maar op 7400rpm vonden we zo maar even 8pk bij!

De motorfiets wordt volgende week getest. We zijn benieuwd naar de eigenaar zijn reacties.

Now we are able to work on the new Ducati MTS1200, Diavel and BMW 1000RR.

Nu hebben we ook de mogelijkheid om te werken aan de nieuwe Ducati MTS1200, Diavel en

BMW 1000RR

Redfox Ducati TT1, Bikers Classic's 2011, 3 Hours and 20 mins.

2011-07-08T23:56:00.001+02:00

Mapping of a DS1000 Supertwin.

2011-06-24T18:18:00.003+02:00

Last week we had a Supertwin racer in the workshop. The bike with it's DS1000 engine has a Nemisis ECU installed by the owner but he asked us to do a full mapping.
It's really an impressive motorcycle: it's equiped with an 1100 big bore kit, NCR titanium valves, a DSM exhaust with 1098 mufflers, a Nemesis ECU, a custom made fiberglass airbox, bigger injection bodies, a Marzocchi racing fork with radial Discacciati calipers, Robby Moto tripple clamps, a digital dash...

When it arrived, it would not run at all, and when it did started it threw out flames of 1 meter!!!

We've welded 2 lambda plugs on to the exhaust, these are necesarry to perform the mapping.

The first run showed around 98hp at the wheel. Now we are looking at 105-106hp, with an improvement of 8-9hp in it's mid-range. When we are done we will show you the dyno results.

So after working almost 7 hours work on the bike, we are finally getting somewhere! The bike sits at 90% of it's potential. Fine tuning will improve the fuelling a little bit but we don't expect to see more top power. However, this will take another day's work!

Redfox Ducati TT1, Second race = Second victory!

2011-06-14T15:19:00.002+02:00

Yvan and Jan had a great weekend at Mettet! They also won the second classic endurance race, beating guys like former World endurance champion Richard Hubin on his very fast Yamaha OW31!

Redfox Ducati TT1, First race = First victory!

2011-06-13T11:39:00.001+02:00

Yvan and Jan scored their first race win yesterday at Mettet. It would be nice to see them repeating their effort in this afternoon's second 2hour race! More news soon...

Redfox Ducati TT1, The Rebuild, Part 4.

2011-06-10T15:32:00.003+02:00

And...we're almost ready to leave for Mettet. The bike only needs some last minute adjustments. Hope to see you guys and girls at the track!
You can find this weekend's timing shedule here: http://www.fmb-bmb.be/nl/content/rac-trophy-2011-mettet
and the results here: http://www.ris-timing.be/

Redfox Ducati TT1, The Rebuild, Part 3.

2011-06-03T15:24:00.001+02:00

With the bike's electrics done, it was about time to install the quick-filler valves to our new 24L endurance tank.

TT1 Race wiring, Part 2.

2011-05-23T10:35:00.002+02:00

Fuses, starter & connections

Ground connection engine & powerline electric starter.

Connector main wiring to dash.

TPS sensor connection.

Ground connections.

Testing oil temp gauge.

Dash by night...

Redfox Ducati TT1, The Rebuild, Part 2.

2011-05-07T12:36:00.005+02:00

Engine work is done, now we're completing the build up of the bike.

Nemesis ECU on a 1198, Part 3.

2011-04-23T12:47:00.004+02:00

Our customer did it's first miles on track with his remapped bike.
He was very pleased with the results and the work we've done to his Nemesis ECU.
His Ducati 1198 reacts a lot better now! It now has a predictable and smooth power delivery and is more fun to ride!
This bike was mapped with a Nemesis ECU.

We've recieved the same compliments and reactions from the 1098R owner! He told us his bike is a lot easier to ride, and the power delivery became also more predictable. This bike is equiped with a Powercommander 3.

We can install / map any kind of system: Nemesis, Powercommander, Bazzaz, Rapid bike,...
We can also take care of your racing bike's elektronics or install other elektronic devices like a lap timer or a quick-shifter,...

Now here's one happy R pilot!

EXCLUSIVE FOR BELGIUM:

We're completing the last tests with a new system: now we will be able to modify your bike's original ECU! This system gives us the same advantages as the expensive aftermarket modules (seperate Cilinder mapping, seperate advance mapping, moving the RPM limiter,.....)!
This makes the use of other fuel modules (powercommander, rapid bike,....) unnecessary!
So full mapping of any Ducati road or racebike becomes now possible (including the new Monster 696-796-1100 & Hypermotard 796-1100 with the Siemens ECU.)

MORE INFO SOON.

DT1 Air Filter, confirms it's performance advantage yet again!

2011-04-22T12:50:00.004+02:00

Again the DT1 Air Filter kit proves it's performance gains....

This time on a Ducati SPORT 1000! This bike was equiped with a Ducati Performance kit. (this includes open exhausts, a Performance ECU and an open air filter cover).

We only installed a DT1 air filter kit, nothing more, nothing less.....
And it gave us a much better Air fuel mixture, together with an increased performance!

Numbers: + 4-5Nm / + 3-4 HP in mid to high RPM.

All parts are available @ www.redfoximport.eu

Redfox Ducati TT1, The Rebuild, Part 1.

2011-04-18T12:32:00.005+02:00

We're almost ready to rebuild the TT1, the engine is 95% finished. We've build and tried a couple of new parts and now the frame can be repainted. So, hopefully, next week we can begin final assembly!

Testing with the new 24L alloy fuel tank.

We've also rebuild the dashbord, it's now equiped with an elektronic RPM counter and an oil temperature gauge (the RPM signal comes from the Ignitech ignition unit). A stable oil temperature is crucial for a tuned aircooled engine. Because off the increased power, it will be necesarry to fit a second oil cooler.

2010

NEW 2011

(still under contstruction)

The bold and the beautiful?

2011-03-25T21:50:00.001+01:00

Performance Bikes magazine (uk), once dedicated a whole page to Jan and his 999 in their Ducati Club Race special.

Nemesis ECU on a 1198, Part 2.

2011-03-24T00:17:00.003+01:00

Well, we've finally finished work on the 1198! After building the base fuel map we've spend some time levelling them out. So yesterday we've only had to pull some runs to verify our modifications.

CIL.1 before.

CIL.1 after.

CIL.2 before.

CIL.2 after.

Most off the lean spots in the LOW rpm area, appear because the "fuel accelerator pump strategy" is disabled during the dyno mapping. This is an injection of extra fuel, needed when the throttle is opened quickly, because off this extra fuel it can give a wrong image off your fuel mapping. So they are disabled when the bike is being mapped and enabled afterwards.

When you are using a system like a fuel module (powercommander, rapidbike, etc....) it's impossible to work like this because this fuelling strategy is programmed in the original ECU and can't be turned off.

Anyway, this is our final result after doing some small engine modifications and the complete dyno mapping.

Dyno testing / mapping.

2011-03-21T18:49:00.005+01:00

Last week we had a Ducati 1098 Superbike on our bench (the 1198 we worked on earlier will also be finished in a few days). The 1098 owner wanted us to do a complete dyno test and if necesary to install a new mapping.
To correct both cilinders according to the different throttle values is a slow, time taking proces (+/- 6hours) .
However this is the only correct way to work!
The system on this bike is only capable of modifying fuel maps, so imagine how much time it will take to fine-tune a Nemesis equiped 1198 (with advance mapping, injection timing, transients,....)!
The lower rpm's, where the rider "picks-up" the bike (with a twin in race setup this is between 5000 and 7000rpm, you don't want to go below 5000rpm......), are kept a little bit rich. This results in a smooth throttle response! The same on top HP.

2nd cylinder, runs OK on top, but is lean in mid and lower RPM's.

So on a track it will run lean when driving hard out of corners!

After dyno mapping, we kept it on the rich side (top HP with a this type of Ducati around 12.8A/F)

1st cylinder, Air Fuels where flying all over the place! With 20 to 40% throttle opening it ran very rich,

to the very lean peak in 60% throttle @7200rpm! This is around 80 and& 100% throttle still a bit visible.

And after correct dyno mapping....!

Now we have a good "base" map, witch we can develop further according to the pilot's feedback.

These air-fuels are measured directly in the exhaust headers, not in the rear off the exhaust with a metal tube inserted. When we would do this, it would all be "flat-lines". It works, but not so correctly.

Nemesis ECU on a 1198, Part 1.

2011-03-13T22:49:00.003+01:00

Red Fox Import, Belgian dealer for MMcompsys-systems, is currently working on a 1198 Superbike with a full Termignoni exhaust.
The owner wasn't happy with his bike's throttle response, so we made all the necessary modifications to the calibration file & checked the entire ECU setup (RPM limiter, fan controle, cold start, etc....).

We also made some changes in the map resolution (it's a track bike, the original map resolution was: below 5000rpm, every 250rpm breakpoints (around idle rpm this is helpfull). From 5000rpm to 9000rpm every 500rpm and on top every 1000rpm (9000-10000-11000-12000).

So we changed it to: below 5000rpm, every 500rpm and above every 250rpm.
Now we have more control over the fuel and ignition tables in the area where the bike is "working" on the track.

Full dyno report will be online soon.

The mystery revieled!

2011-03-05T11:19:00.001+01:00

So this is what the 3-valve Desmo was really meant for!

TT1 Head flow.

2011-03-02T20:11:00.002+01:00

Our newly flowed TT heads came back with their flow messurements. The TT1 vertical and horizontal heads were tested to see if they flow the same numbers. This data also allowed us to compare them with the heads coming from our championship winning Supertwin.

The in and exhaust flow from the 2 TT1 heads are very well matched (max. 0.2 L/s difference, mostly 0.1 L/s) These numbers prove the skills of Bruno since the 2 heads have very different ports and are therefore difficult to match!

On top (bigger cam lift) they give an even better flow than our supertwin heads do, this doesn't mean they will make more power..., but it looks very promising. And flow increases even beyond the max lift off our ST2 cams. So there could be more potential by fitting high-lift cams. Fingers crossed...

Cyl 1: cil 1 TT1 (horizontal)
Cyl 2: cil 2 TT1 (vertical)
Cyl 3: supertwin head

TT1 Port Molds.

2011-02-24T19:56:00.002+01:00

Last week we received our TT1 cylinderheads back from our head porter Bruno. We've took some molds from them, just to make Bruno's life a bit easier! Now he can work further on R&D and when we would like another similar set he has all the right messurements and data to work with!

Now we have everything back to complete our engine, paint the frame, complete the wiring loom and start some dyno testing....

One off the next update will be all about flow numbers!

TT1 Race wiring, part 1.

2011-02-20T11:22:00.008+01:00

We are building a race spec wiring loom for our endurance Ducati TT1.
This wiring will make the bike run (the ignition and the starter system) and will power our RPM counter (a 916 unit connected to an Ignijet module for the RPM signal, but it also needs +12V and 0V supply).
A separate light switch will command the background lighting in our RPM counter (handy during the night in a 4Hours classic race.)

Some tools.

For this wiring we are working with DT and DTM connectors

with crimped pins, this will give a strong and waterproof connection.

Wire splits are glued from the inside to keep dirt and water out.

Cable markings.

We will also build a 2nd wiring loom to supply power to the front and rear lights (during 4Hours Classic's).

But why separate?

1) The Bikersclassic's 4hour endurance race is the only one in which we need front and rear lights, so why would we build a heavy loom (with all the extra wires and risks included) if it's only needed once a year?

2) When an electrical lighting problem would occur during the race, the defect should be quite easy to detect! And would it be necessary we would be able to swap it very fast with a spare loom!

The "lights" wiring will be, according to the technical rules, secured on separate fuses.

So we will build a fusebox, with: fuse 1: bike / fuse 2: lights 1 / fuse 3: lights 2

More info soon.

Tre Valvole d'aria sul pista?

2011-02-10T10:07:00.001+01:00

Just like in our good old Lego days we've build this example of what's possible with the Desmo Tre engine and a mix of Ducati racing parts! The engine sits in our home build supertwin frame and has a 999 shower injection installed. Now imagine it being fitted with some lightweight wheels and a carbon fairing!!!

Prototipo in casa volpa rossa!

2011-02-06T14:35:00.006+01:00

What do you think of this? Are these ordinary heads from an aircooled Ducati engine or ...

We've managed to get hold of a couple of 3-valve aircooled engines! They are official Ducati prototypes!
This new aircooled 651cc Multistrada/Monster model was ready to go in production but for some reason Ducati cancelled the project.
These heads hold a lot of engineering potential and are ideal to build your own lightweight supertwin!
For more info please contact us (main website).

Sportclassic DS1000

2011-02-05T13:38:00.001+01:00

Now this is the Sportclassic we've worked on last week. Looks nice, doesn't it?

Performance work on DS1000

2011-01-28T12:20:00.007+01:00

Last week we had a Sportclassic DS1000 in the workshop... and we've made some rather nice improvements on it!
These where the steps taken:

BLUE: full Termignoni kit (Ducati): complete exhaust, open airbox cover (small air-intake) and ECU.

RED: same airfilter setup and ECU (Ducati kit), we've switched the exhaust to a complete ZARD system.

GREEN: RED setup + DT1 air filter kit.

DARK BLUE: GREEN setup + Ducati Performance race cams. (timed by us to maximise the performance output).

Full ZARD exhaust system

DT1 air filter kit = little money for huge power gains!

Ducati Performance racing cams

Cam timing to maximise power output.

Dyno testing.

Dyno results: 1st & last test; max.power increase = 8.26bhp

Redfox Ducati TT1, part 1

2011-01-24T18:11:00.003+01:00

Our 2010 bike and engine was build in a short amount of time, so it really lacked development! To make up for this we planned a lot of engine & dyno time this winter.

We've build and tested 3 types of exhaust systems: 2x2, 2x1 in 45mm and 50mm. With these fitted, we also experimented with cam timing just to find the best overall results.
We even tried injection! These have a bigger diameter than the 41mm carburators, so we could find out if bigger carbs were necessary.

don't worry we'll stay with carbs....

We also replaced the original Kokusan ignition modules with a programmable Ingnitech ignition module.
This gave us the possilibty to replace the wire-driven RPM counter with an elektronic one (916) and the possibility to connect a shift light, set RPM limit, and so on...
In a further stage we will build a module between the throttle twist grip and the carburators to connect a throttle position sensor. This will give us everything we need to build our own 3D ignition map!
(more info on this part will follow soon)

After 1.5 months of testing we came up with the following results:

The red curve is the 2010 bike. Top power was @ 7500rpm with the shift point around 8000rpm but higher up the rev. range it lost a lot of power!

The blue curve is the 2011 update (pre season engine testing). Max Power increased by 12% and sits around 8800rpm. So our shift point moved up to 9300rpm.

@9000rpm we even have a power increase of 18%!

Needless to say this makes a totally different bike! ...And we even had to begin the engine rebuild!

The "TO DO" list: full engine overhaul, squish check, compression ratio calculation, head work.... and so on....

Overhaul

Measuring combustion chambers

Calculating

Head development on Superflow

Yves Bollaerts and the Redfox Supertwin

2011-01-23T11:07:00.001+01:00

Yves Bollaerts, our long term friend and pilot, totally dominated the Belgian Supertwins series on board of our homebuild desmodue racer. For two consecutive years he clinched the Belgian Supertwin Championship! A lot of the stuff we learned back in those days has found it's way into our race prepped 2valve Ducatis.

Redfox at Bikers Classics 4 Hours Spa

2011-01-23T09:06:00.001+01:00

SC. RED FOX – GRINTA, already succesfull in the past with Yves Bollaerts Supertwin Championship titles, competed this year for the first time in classic endurance racing. Pilots Jan De Vos and Yvan Van Der Spiegel finished with their Ducati TT-F1 7th at the Spa-Francorchamps Bikers’Classics 4Hour endurance race. A more powerfull version of the bike is currently in development at Red Fox’s workshop.